sausage

anyone know how hard it is to swap in a VR6 motor into my jetta?

any links would be appreciated... i search around on google, but usually just find links that aren't very helpful

thanks

Evolution

why not stick with the 1.8?

both can get high whp and trq readings its more of how much power u want what u plan to do with the car and how much ur willling to spend
Honestly, the 1.8t cylinder head is so much better then the 12v vr cylinder head that the power you can make from the two is nearly even. In fact, I can't even think of a 12v VR right now that can beat Joel's 759whp, and that was on a stock 20v head with a set of cams in it, stock pistons, and a set of rods. If you want to make a lot of power with the vr6, you will need to pay a lot

Tell me all you want about displacement this, displacement that, if the cylinder head sucks, your just toting around a bunch of extra iron.

stick with the 1.8, build it, turbo it, and go beat up on some VR6s. My buddy has a MK2 jetta too, so i've been down this road with him before

good luck

jetta the hut

hey my name is Cameron i happen to own a Jetta vr6- swap that i did my self
If you know about the car it self then your well on your way. there are many different views about the vr-6 swap. its not really that hard if you have the info on your car and the car vr-6 is coming out of. i used a make 3 passat and make 2 jetta.. a few problems but not to bad. unitbodies and bolt up the same some fabracation in the shift box for vr-6 box. clutch cable hole threw the firewall stuff done and some wireing harness and computer swaping.

if you are not sure about the swap then research first there are many options you can take if your not comfortable with complete drive train switch.

1.first is cold air intake and a turbo
ups- keep engine, gain massive power gain
downs-if you have 1.8L 8 valve engine- high comprestion i.e. risk blown engine, expencive

2. supercharger
ups- keep engine,great power gain
downs- espencive and if you have a make2 1.8 like did then there really hard to find

3.cold air intake stand alone
ups- cheep(compared the sup chargers and turbo kits, avalible form any vw tunner site
downs- depending on your engine minimul powergain but enugh to tell the differece from before.

4. "the redneck" way
i have seen this done and it works well
get a leaf blower and power inverter and hook up to intake

ups-great power gain, cheaper
downs some electrical knowlage required(no more then to wire up an amp)
annoying sound under the hood, takes up a lot of space under hood

if your still looking for power and the only way wanna go is the vr-6 then by all means go for it but make sure you know what your getting in to. it took me all summer and a bunch of good friends to help me out with it.
there is also some great info on www.vwvortex.com there are step by step instructions on how to do the swap and trouble shooting tips
if you have any questions feel free to email me at bigbroangel@hotmail.com
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demigod

great info... im curious about this too... where is the link specifically on vwvortex? I've looked around on there before and couldn't really find much in the ways of a How To.

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All Motor H22 Civic, stock internals.

12.61@107.56 on BFGs with highest MPH of 109.12

WizardSleeves

You have absolutly no idea of what you are talking about.

"a leaf blower" OMG you are a winner.

Get a 1.8t it is lighter, has more potential, and aftermarket support.

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demigod

If you search around there are actual rednecks with leafblowers blowing into their intakes. Not recommended, but they do this. There is actually a thread on here somewhere about this.

__________________
All Motor H22 Civic, stock internals.

12.61@107.56 on BFGs with highest MPH of 109.12

f65mph

This idea has already been done, but its lack of success lies in the math, which is where I hope to pick up the slack.

A car runs faster with more Oxygen in the intake, and this is why superchargers (compressors) add power.

An engine requires a lot of air, however, so when someone adds a leafblower as a ghetto supercharger, they may or may not be supplying the motor with enough air, and the net pressure change may actually be negative due to the restriction in the intake.

A 2.2L motor running at 6000 rpm uses approximately 450 cubic feet of air per minute. (466.1536 of air/fuel mixture to be exact.) Most gas-powered leaf blowers top out at this rate of flow, which is why a higher-displacement motor (such as a ford 5.0L) would be starved of air. (A 5.0L spinning at 5000 rpm would use almost 900 cubic feet per minute.)

So, while this idea is a little shy of working correctly, I propose the use of MULTIPLE leaf blowers. Even though a leaf blower's fan cavitates as back pressure is developed, it is still somewhat capable of a slight pressure increase, if only to negate any effects of intake restriction to emulate a well-designed naturally aspirated motor. (Keep in mind that people spend hundreds on naturally aspirated intake setups for the same goal.)

Two leaf blowers would be enough to provide air to the aforementioned 2.2L motor (which happens to be the 4cyl GM ECOTEC). Four might be enough for the 4.6 or the 5.0. Two might be good as well for a 1.8L Mazda or a 1.6L Honda. A motorcycle might even work well with one.

The problem is that the motor will run too lean if given too much "boost" in the lower RPM range, which results in a blown motor. Like a turbo upgrade, this upgrade will require stronger injectors or, in the case of small engines or old cars, a richer carburetor setup.

WizardSleeves

I cant believe you put so much time in responding to that.


Its a fucking leaf blower. Its for blowing shit away, not blowing into your motor.

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